Map Features - Your Input Requested
- Thread starter dynonsupport
- Start date
MAP:
I would like very much an Air Space declutter.
Something at configuration level like:
Hide airspace overflown by = __ ft
Hide airspace underflown by = __ ft
Hide airspace starting over = ______ ft
Use current AGL for AGL limits = Yes/no
Show Airspace warning = Yes/no
Giacomo
I would like very much an Air Space declutter.
Something at configuration level like:
Hide airspace overflown by = __ ft
Hide airspace underflown by = __ ft
Hide airspace starting over = ______ ft
Use current AGL for AGL limits = Yes/no
Show Airspace warning = Yes/no
Giacomo
I reallly like the Advanced Flight System PFD/EFIS display with the compass rose imposed over the PDF. (http://www.advanced-flight-systems.com/) The compass rose on SV is too small and hard to read quickly. Can you adopt the AFS presentation to SV?
Jim W
Jim W
rubber314chicken
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Or allow the user to switch between the two. The more flexible the layout is, the larger the audience that this can be sold to.
edit- also, approach plates and taxi diagrams. Even if it is reading some files off of a flash drive (which would make the storage of the files easier, just get what you need/want on a flash drive and not internal memory) it would greatly increase what the skyview can do. Especially if those could show your plane on them as well. And maybe a display that is sized to show them full size...
mmarien
Murray M.
I like the MGL compass rose. It's large but unintrusive. Nice use of the screen space. Probably a selling point for them.
On the other hand, the only reason I follow the HSI is for instrument training under the hood. Given my own devices I use the GPS495 for navigation. There is much more information on the map. I like the compass rose on the GPS495 and use it rather than the small one at the bottom of the SV PFD. That will probably change when the SV gets better navigation features. I also like the directions on the horizon line and would probably use them more if they were larger and had a scale between directions. The only problem is turning a 180 as the bottom of the compass rose isn't shown on the map or the horizon line so you can't just look opposite. You have to put the grey matter to work for that.
Having said that, I suggest that the HSI is old school and holding us back. It's just a copy of a round gauge and using up valuable screen space and wasted effort keeping it alive. Perhaps it's time to look at the map as the primary navigation device. What can the HSI do that the map can't do better?
On the other hand, the only reason I follow the HSI is for instrument training under the hood. Given my own devices I use the GPS495 for navigation. There is much more information on the map. I like the compass rose on the GPS495 and use it rather than the small one at the bottom of the SV PFD. That will probably change when the SV gets better navigation features. I also like the directions on the horizon line and would probably use them more if they were larger and had a scale between directions. The only problem is turning a 180 as the bottom of the compass rose isn't shown on the map or the horizon line so you can't just look opposite. You have to put the grey matter to work for that.
Having said that, I suggest that the HSI is old school and holding us back. It's just a copy of a round gauge and using up valuable screen space and wasted effort keeping it alive. Perhaps it's time to look at the map as the primary navigation device. What can the HSI do that the map can't do better?
Ham_Goulding
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A very basic and important item which seems not to have been mentioned before although it is fundamental: actual height above the ground. Most GPS systems have the ability to display this but do not do so. The Garmin 695, for example, will show you the elevation of terrain under the cursor and will show GPS altitude above sea level but will not provide what is much of the time the most important measure of height - that above the ground. Surely this would be both easy and very useful.
trevpond
New Member
Height above the Ground
Why didn't I think of that,
regards
Trevor
Why didn't I think of that,
regards
Trevor
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- 13,226
First off, let me say that AGL is on our list and has been for a while. It isn't there because it's not trivial to implement so other things have priority, and we also we haven't seen much usefulness for it.
On the usefulness front: How would you plan on using AGL data for your flying? Remember that the AGL number is for the land right below you, not where you are going or landing, so for planning purposes it's not very helpful. The accuracy of it is probably no better than 30 feet when you factor in everything, so you aren't using this to land like you can a radar altimeter. Finally, the number will be all over the place as you cruise along at 200 knots, so some filtering is likely needed.
So seriously, is it any good for anything besides a cool factor? Knowing how it will be used might help us implement it or schedule it in earlier.
On the usefulness front: How would you plan on using AGL data for your flying? Remember that the AGL number is for the land right below you, not where you are going or landing, so for planning purposes it's not very helpful. The accuracy of it is probably no better than 30 feet when you factor in everything, so you aren't using this to land like you can a radar altimeter. Finally, the number will be all over the place as you cruise along at 200 knots, so some filtering is likely needed.
So seriously, is it any good for anything besides a cool factor? Knowing how it will be used might help us implement it or schedule it in earlier.
nigelspeedy
New Member
I've flown with the AGL feature implimented in the Chelton Flight Logic system. It is presented on the PFD below the water line on the attitude indicator. The number can be derived from radar altimiter, GPS or barometric information. So 250R would be 250' AGL based on rad alt 300G would be 300' AGL based on GPS and 100B would be 100' AGL based on barometric altitude and elevation of the terrain. A height above ground readout is useful in a helicopter when low flying, it is also a useful reference at the end of a precision instrument approach with a Decision Height. Helicopter low flying is probably most often done by military and police type ops so I would understand that this is probably a very small market segement for Dynon and as such not such a high priority. If you did decide to impliment such a feature there is no need to display the value all the time. You really only care about your height above ground when you are close to it, say <2000' AGL. Above that the display of AGL could be inhibited.
This issue does remind me that it would be nice to be able to set minimums bugs so that you get a visual or audio reminder when you descend to the MDA or DA or if you are using altitude as reference for separation or you dont want to fly below a certain baro or AGL height. I find it very easy to judge approaching an MDA under instrument conitions if I see the altimeter tape color change (where you have the minimums bug set) as opposed to have to read the number and compare that with a number on a instrument approach plate.
This issue does remind me that it would be nice to be able to set minimums bugs so that you get a visual or audio reminder when you descend to the MDA or DA or if you are using altitude as reference for separation or you dont want to fly below a certain baro or AGL height. I find it very easy to judge approaching an MDA under instrument conitions if I see the altimeter tape color change (where you have the minimums bug set) as opposed to have to read the number and compare that with a number on a instrument approach plate.
In Finland - I'm not sure about the rest of Europe - we have a few areas with minimum altitudes for security, safety or noise protection reasons. In glider, UL and LSA NOTAMs, those are often given in meters AGL.
Examples: powerlines, windparks, hospitals or retirement homes outside cities, etc.
If you are just on a recreational trip and don't know the terrain, AGL display IS helpful there!
Can SV display data from a radar alti?
Examples: powerlines, windparks, hospitals or retirement homes outside cities, etc.
If you are just on a recreational trip and don't know the terrain, AGL display IS helpful there!
Can SV display data from a radar alti?
Ham_Goulding
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Thank you for your response about AGL display. I appreciate that we don't want people doing so-called precision approaches to land with GPS height as primary measure of height above the runway. What I had in mind is help in observing the minimum height above the surface (including the sea) of 500' which is a legal requirement in my country. Also, strangely, it is illegal to fly below 1500' over a golf course! AGL display would be useful in these contexts.
Ham_Goulding
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... just to add to my last - I can see your point about rapid changes when flying over undulating terrain but surely this could be damped by having an update every, say, ten seconds. Thanks
mmarien
Murray M.
I believe the map and synthetic vision both give some valuable infomation about the ground level and obstacles. I used both on my trip to the Canadian Rockies last summer. The within 1000' (yellow) and within 100' and above (red) make avoiding terrain (and obstacles) simple. I wouldn't use it to fly 100' AGL down a valley though.
I don't know how cool AGL would be, but transparent 3D views of control zones (inverted cake view) on the synthetic vision screen would be real cool.
I don't know how cool AGL would be, but transparent 3D views of control zones (inverted cake view) on the synthetic vision screen would be real cool.
trevpond
New Member
Hi,
Re your panel picture above, why are there discrepencies with heights, speeds and compass readings between PFD and moving map?
regards
Trevor :-/
Re your panel picture above, why are there discrepencies with heights, speeds and compass readings between PFD and moving map?
regards
Trevor :-/
- Joined
- Mar 23, 2005
- Messages
- 13,226
The PFD shows you indicated airspeed, pressure altitude, and magnetic heading.
The map shows you ground speed, GPS altitude, and ground track.
They're only ever the same on a standard day with no wind at sea level.
The map shows you ground speed, GPS altitude, and ground track.
They're only ever the same on a standard day with no wind at sea level.
trevpond
New Member
Thanks,
It's all becoming clear now!!! ;D
It's all becoming clear now!!! ;D
mmarien
Murray M.
Ditto.
A quick look at the flight path marker confirms that the plane is being pushed to the left by the 12kt xwind which explains the difference between the magnetic heading and ground track.
Too illustrate the point of useful information all in one place I was trying to make my way through the valley to the west at the bottom of the map. Check the HDG on the HSI. It was pretty obvious from the terrain map that I wasn't high enough so I was trying to gain some height by flying up the valley to the north. I came from the valley to the east. My attitude (pitch) is up, I'm caught in a down draft and dropping at 200'/min and overheating. The xwind was the least of my worries.
Thanks to the SV I didn't fly into trouble (box canyon) and eventually gained enough altitude to make it west over the pass to Osoyoos.
If you think this is display is confusing, check the Dynon Blog and try and figure out the manuever in the G-Meter display.
A quick look at the flight path marker confirms that the plane is being pushed to the left by the 12kt xwind which explains the difference between the magnetic heading and ground track.
Too illustrate the point of useful information all in one place I was trying to make my way through the valley to the west at the bottom of the map. Check the HDG on the HSI. It was pretty obvious from the terrain map that I wasn't high enough so I was trying to gain some height by flying up the valley to the north. I came from the valley to the east. My attitude (pitch) is up, I'm caught in a down draft and dropping at 200'/min and overheating. The xwind was the least of my worries.
Thanks to the SV I didn't fly into trouble (box canyon) and eventually gained enough altitude to make it west over the pass to Osoyoos.
If you think this is display is confusing, check the Dynon Blog and try and figure out the manuever in the G-Meter display.